Train-stop.



l. G. BRINSON.

TRMN sroP.' APPLICATION FILED IULY 14, 1913.

4 SHEETS-SHEET l.

A /m/H/Ton Ano/Mfrs J. G. BHINSON.

TRAIN STOP. 'APPLICAHON FILED JuLv I4. 19.13.

'Patented Aug. 31, ISHS.

4 SHEETS-SHEH [WEA/ron v Arm/mrs J. G. BRINSON.-

TRAIN STOP.

APPLlcATioN man luLY 1'4. m3.

Patented Aug. 31, 1915.

4 SHEETS-SHEET 3- G. BmNsoN.

-TRAIN STOP.

APPLICATION FILED JULY I4. 1913.

Patented Aug. 31, 1915.

'4 SHEETS-SHEET 4.

Arion/vm To all 007mm it may concern.'

narran s'rarns ramener carica.,

JOSEPH G. BRINSON, OF IDAHO FALLS, IDAHO, ASSIGNOR F ONE-HALF 20 ABBISON V. SCOTT,l Ol IDAHO FALLS, IDAHO.

TRAIN-STOP.

Be it knownthat I, JOSEPH G. Bmuson, a citizen of the United States, and a resident of idaho Falls, 4in the county of Bonneville and State of Idaho, have invented a new and useful Improvement in Tram- Stops, of which the following is a specification.

My invention relates to train stops-that is to mechanism used for automatically stopping a train when the latter would otherwise be exposed to dangen.

More particularly stated, my invention relates to train stops, of the kind operated by electricity and controllable automatically by a predetermined condition of one or more electric circuits.

My invention further relates to the construction employed at intervals along the main track, or along a siding and controllable by the condition of one or more electric circuits for operating a track obstacle so as to throw the same into suitable position to actuate the portions of the stop mechanism carried by the train. p

My invention further relates to various improvements in train 'stopping mechanisms and parts accessory thereto for the purpose of improving the general efficiency thereof.

Reference is made to the accompanying drawings forming a art of this specification, and in which like letters indicate like parts. f

Figure 1 isI a side view partlyin elevation Scand partly in section showing the track obsta`el'e-mechanism"located along the track, for purposes of actuating the train stopping device carried bythe train. Fig. 2is a View partly in plan and partly in horizontal section of the track obstacle mechanism. Fig. 3

is a vertical cross section on the line 3 3 of y'track obstacle'mechanism anda portion ot Specification of Letters Eatent. Pntqgd Aug, 3151, 19515 Application led July 14, 1913. Serial No. 779,069.

the railway track above the same. Fig. 8

is a detail showing a part of the switch- Amechanism. Fig. ll is a diagrammatic View of a portion of the Wiring and track mechanism associated therewith. Fig. l2 is a diagram showing iragmentarily the wiring and track mechanism associated with the left oi Fig. l1, and, Fig. 13 a diagram showing the track and Wiring associated with the right of Fig. ll.

A locomotive is shown at lt and is provided with a train pipe l5, the latter forming a part of an air brake system 'for stopping the train, or at least the locomotive` shown, whenever the train pipe is vented.y The train pipe 15 is provided with two branches 15 (see Fig. 3') and each of these branches carries an air valve 16 controllable by a trip arm 17, so that when either of these arms is tripped, as hereinafter described, the adjacent valve 16 is actuated, the train pipe vented, and the air brakes thus applied. If desired, mechanism for the purpose of shutting cti steam ma;r also be op-` erated by the venting of the train pipe. Such mechanism being old and well known and forming no part of my invention, l do not deem it necessary to describe it.

The locomotive 14 is provided with wheels 18 having fianges 19, these parts being of the usual or any desired construction. A casing 20, which contains the track obstacle mechanism and is thereforedesignated as a track obstacle casing, may be made of any suitable material, and is preferably located under ground or at least under the track. It is provided with a cover 21 Awhich may, if desired, be removable at the willV of the operator in order'to permit accessibility to` the casing. Located within 'the bottom vof the casing is a board'22, and mounted upon` this board is a plate` 23. Mounted over the plate 23 is an electro-magnet 24%,'aportion 25 of the plate (cee Fig- 7) being upturned in order to support the magnet, this. portionforming virtualy the back bar of the xn/agg.I

` an annular bearing 30, as will be understood from Figs. 3 and 7. The annular bearing engages a clutch sleeve 31 having a gen.

eral cylindrical f ormjand provided with a' neck 32, this neck' being encircled by the annular bearing 30.' "A rocking shaft 33 is supported by two standards 34, the latter being lixed withinfth'e casing. The clutch` sleevev31 is.provided` with acrank 35 which carries a. crank pii`i `36, 'the latter extending substantiallyA parallelgwith the axis of the lli)l 'provided with'an arm 37 extendingdialnet-l relatively to the saine. The switchlaijm' however is movable and is of the form shown more'particgilarly in Figs. 2 and G. A spring clutch. sleeve E 31.k The ioclringshaft 33 is rically through and some distance from it tothe righuaccording to Fig. 7. The clutch sleeve 3" are ad to lit around the arm 37' when sleeve 31 is moved in the general direction of its axis for this purpose, as may l ld iroin Figs. 5` and 6.

.I pin 36 carried by the crank 35 entends loosely through al1-eye 39,-this eye being carried byv and forming a partl of an arm 40. This armis supported upon .the under sident a switch arm 41"and vis rigid 42 engages the vswitch arm 41. and presses .upon it so'as to retain -it normally in predetermined position. The spring 42 is supported upon a bolt43 which is adjustable for the purpose of controlling the tension ofthe spring. Located within the casing ,29 is'an electric switch 47. This switch coin- Iprises a stationarjv contact member 44, a

' vided upon this arm.

@movable contact n. aber 45, and 'a spring lnwTiie movable contact member is proith a protruding portion 48 which yentend against the track tongue 41. The pai-tease so arranged that when this track tongue'is moved to the right, according to Fig. 7, the-arm by pressing against the portion 43 of the ymovable. contact member causes this contact member 'to move into engagement with the stationary contact member 4 4.. A track detent or plate 49 extends vertically through va slot in the cover 21 and is rounded upon its upper edge, as may be understood from Fig. 1. The cover 21' is thickened slightly at 50 so as to strengthen it where it is mutilated by the detent 49. The trip plate 49 carries a leaf spring 51 secured upon its bottom edge, this leaf spring engaging the arm 37 so that the Weight of the, trip plate 49 rests directly The cover 2l is provided provided with' notches 38 whichv wah-1 Slot 52 through /whicri the arm-41 extends, the' slot in question being large enough to allow the arm 4l to have somel l rlav l tracts the armature 29, causing the same to swing horizontally, and when this occurs the annular bearing 30 causes the .cylindrical continues energized. If during this time it... I

happens that the switch 41v is-shifted to the right, according tov Fig. 7, which occurs ao .whenh the switch 41..is eingaged by the flange 19 of the car wheel 18 so that the switch arm 40 is shifted to the right, according to Fig. l

7,l the rocking shaft 33 isrocked slightly in a contra-clockwise direction accordingto 85 37 thus pushes the. .detent 49 directly upward. The magnet 24..

l this figure, and the arm Vhowever may be energized for any length of time, and the detent 49 may still remain in its normal position, vided the objectabove the track obstacle mechanism.

A. switchboard 53 is located at any con- 10o at 'a station. l

veniexfit point, preferabl 'Mounted' upon this switch oard are a numb er of drop magnets 54, and adjacent to each dro magnet is a. drop lever 55` which exten s through a hole 56 in the switchboard. '106 Each drop lever is provided at one'of itsv ends with a hook 57, and is 'pivotally mounted upon a pin 58. Each drop' lever 55 carries an armature 59 associated with, one of the magnets 54, as may Fig. 9. A drop shutter cach magnet 54 is journaled upon a plate 62 and adapted to be brought into either of two positions, as indicated in Fig. 9. A leaf spring 63 mounted is located adjacent to each drop lever 55 and shutter .in such manner that .the shutter 60 may be swung over into engagement with the leaf spring, and caught or secured to the adjacent hook thrown over to the left,

60 associated with according to Fig.

and secured by the hooks 57 tothe respective drop levers 55, as shown at thezright of Fig. 9. Then when any magnet 54 is energized it pulls its armature 59 so as to shift 125 over to the right, according to Fig. 9. The switchboard 53 is further provided with a 130 When'tlie magnet24 is energized it at- 70 M shaft-33 so that 7stV l as shown in Fig.7, pro- 9o switch arm 4l is not movedor` .in otherA words, provided -no vtrain comes any movingbe understood from upon the switchboard 54 115 57. The shutters `60' are 120 incassa number of plug contacts 64-that is coned with the wires 102, 103 and also with the tacts which are adapted to be closed by the wires 96 and 98. .A w1re 104 leads from the insertion of a metallic plug, in a manner magnet 24, to which the wire 97 1s connectwell known in this art. The vpurpose ofthe plug contacts 64 is to enable the operatorto energize the magnets 24 as hereinafterdescribed. The various drop magnets 54, drop s levers 55, drop shutters 60 and leaf springs the latter being connected with one of the 63 constitute effective drop mechanisms coned, to one of the plug contacts 64, and from the latter leads a wire 105 which is connected with the wire 82. A wire l106 is connected with the wire 82 and with a wire 107,

plug contacts 64. A wire 108 leads from trollable independently from a distance, as this plug contact to one of the magnets 24.

hereinafter described.

The main track rails are shown at (B5-and 66, and 4at 67, 68 are siding rails which are stationar At 69, 70, are movable track vtongues or mechanically controlling the entrance to the siding. At 71, 72, are tracks of another' siding, and at 7 3, 74, are movable Leading from the latter 'is a wire 109 which is connected with two wires 110, 112. A wire 111 is'connected with wires 10.3u and 110. A wire 113` leads from one of the electric switches 47 to one of the magnets 54. A wire 114 is connected with the wires 106, 107 and with thc last mentioned magnet 54.

track tongues for mechanically controlling A wire 115 is connected with the wire 82 the relations of 'this siding and the main track. A hand operated switch mechanism controls the switch tongues 69, 70, and is provided with an electric contact 76 which 1s opened or closed as the mechanism 75 is actuated. At 77 is another hand operated switch mechanism which is connected with the movable tongue 73, 74, and is provided with a contact 78 which is opened and closed by movements of the mechanism 7 7.

A battery is shown at 79 and is conveniently located at a station. Connected with this battery is a wire 80 and connected with this wire are other wires 81, 81, 82, 83. The wires 81, 81, 83 lead to'magnets'54 carried by the switchboard 53. From the magnet 54 eonnected'with the wire 81, a-

wire 84 leads to one of the switches 47 located along the main track, and above described. Connected with this switch is a wire 85 and connected with this wire is a wire 86. The wire 86 is connected with a wire 87. Awire 88 is connected with the latter and with a wire 89. A wire 90 con nects the battery 79 with the wire 89. Connected with'the wire 82 is a wire 91 which leads to one of the plug contacts 64. A wire 92 is connected with this contact and with one of the magnets 24 above described, and located adjacent the' track. This magnet is connected with a wire 98 the latter being connected with the wires 85 and 86.

. A magnetv 54, connected with the wire 81,

is also connected with a wire 94 which leads to one of the electric switches 47.

Vires 95 and 96 are connected with one of the magnets 24, the ..ire 95 being also connected` with on@ of the plug contacts 64. A

wire 94. is connected with this plug contact and with two wires 116, 121. with the wire 116 is a wire 117 which leads to one of the plug contacts 64. A wire 1,18 is connected with the two wires 116 and Litt?, and leads to one of the/magnets 54. From the latter a wire 119 4leads to one of the switches 47, the latter being associated with the siding shown in Fig. 1.3, and located at the right of Fig. 11. A wire 120 leads from one ot the plug contacts 64 to a magnet 54 associated with the siding just mentioned. A wire 121 is connected with the wires 115 and 116 Aand 'leads therefrom to the contact 78. From this contact a wire 122 leads to the same magnet 54 to which the wire 120 is connected. A wire 123 leads from the wire 90 to the wire 111 with which it is connected. A wire 124 is connected with the mag-A net 54 to which the wire 108 is connected. The wire 124 is also connected with two wires 125, 126, the wire 125 leading to one of the switches 47, and the wire 126 being connected to the two wires 103u and 111. Connected with the wires 111, 123 is a wire 127, which isalso connected with two wires 126u and 1253. The wire 126n leads to one of the electric switches 47. The 'wire 125u is connected with the magnet 54 to which the wires 120,122 are connected. A 'wire 127l is connected with the wire 82 and` also with a wire 127).` Connected with this wire is a wire 127c which leads to one ofthe plug Connected contacts 64. From this plug contact a wire 129 leads to one of the switches 47, the latter being associated with the siding shown at theI lett oi' Fig. 11, and appearing ,also in Fig. 12. From the` magnet 54, to which the wire 129 is connected, a wire 130 leads to the two wires 127, 127C. A. wire 132 is connected to the two wires 127, 1271 and leads therefrom to the contact 76 which is controlled by the track switch 75. From the ,contact 76 a wire 133 leads to the-left, accoi-ding to Fig. 12, to a magnet .54. F rom ',the latter a wire 184 leads to two wires 135', 136. The wire 135'is connected to two wires 88, 89 and the, wire136 'leads to oney of the.

' electric switches 47, this being the switch to which the wire 129 is connected.

The various track obstacle mechanisms distributed along the main track, and each considered as a unit, are shown at 137, 138,

. 139, 140. Similarly the track obstacle mechanism upon the siding are designated respectively as 141, 142. A locomotive 143 is shown as occupying the siding in Fig. 12 and another locomotive 144 is disclosed as occupying the siding in Fig. 13.

`While the several magnets 54, the drops respectively associated therewith, and the 1 present, and as a consequence the main track Y l ing'to the obstacles in question are actuated i (see middle of Fig. 1-1) is clear. All circuits are now open and the battery 79 is idle. A

train now comes along, traveling, 1 will say, to the right according to Fig. 11. As this train successively passesy the several track obstacles 137, 138, 139, 140, the various drop shutters 60 connected with and correspondin succession. The travel of the train, therefore, isautomatically registered at the station, the drops after being thrown remaining in their respective abnormal position until restored to normal position by the operator. As the electric action is the same for all of the track obstacles, I will simply describe it with reference to the obstacle 137. vVhen the train arrives at this obstaclerone of the car wheels engages the switch arm 41 and forces it inwardly away from the adjacent rail' 65, as will be understood from Fig. 2. The movement of the switch arm 4l causes the arm 40 to move slightly to the right, according toFig. 7. As the arm 40 is rigid relatively to theswit-ch arm 41, the crank 35 is rocked slightly in a contra-clockwise direction, according to Fig. 7. Since, however, the clutch sleeve 31 occupies its normal position so that the notches 38 are free of the arm 37, the rocking of the clutch sleeve 31 does not move the shaft 33 or the arm 37. The movement of the arm 40, however, actuates the clutch 47 in that it presses the vportion 48 of the movable contactmember 45and brings this contact member into. engagement with the stationary contact member 49. The following circuit is thuscompleted: battery 79, wires 80, 81,

I dropy magnet 54, wire 84', electric switch 47,

Wires 85,86, 87, 88, 89, 90 back to battery '79. This energizes the magnet 54 just mentioned, and causes the drop shutter 60, as-

'85 sociated with this magnet, to be actuated.`

As the train passes the various track obstacles 138, 139, 140, other shutters 60 corresponding to these track obstacles are actuated in succession. The operator thereupon after noting the progress and position of the train restores the drop shutters to their respective normal positions.

I will next suppose that the operator wishes to stop a train, say at any predetermined one of the obstacles 137, 138, 139, 140. The action being essentially the same for stopping the train at any one of these obstacles, I will assume that the train is to be stopped at the track obstacle 139. For this purpose, the operator places a plug in the plug contact G4 connected and associated with the obstacle 139. In doing this the following circuit is completed: battery 79,`

wires 80, 82, 105, plug contact 04, wire 104, magnet 24, wires 97, 101, 102` 103, 87, 38, 89, 90, back to battery 79. This encrgizes the magnet 24 of the obstacle 139. The magnet 24 being thus energized (sce Figs. 3 to 7 inclusive.) thevarlnature 2.9 is attracted, and the/clutch sleeve 31 is moved axially along the shaft 33 so as to engage the arm 37 (see Figs. 4 and 5) the arm 37 being thus connected in operative relation, for the time being, to the arm 40. tio long now as the magnet 24 remains thus energized, andthe arm 40 is not moved by the passage of a train, the detent plate 49 is not disturbed. Vhen, however, a train comes along and reaches the track obstacle 139 so that the wheels of 'this train engage the switch arm 41, and press the same away from the rail 65, as above described, this movement of the switch arm 41 causes the vertical arm. 40 to move to the right, according to Fig. 7, and to rock the crank slightly in a contraclockwise direction, according to said iigure. In doing this the clutch sleeve 31 is rocked in the direction just indicated and the arm 37 at its free endwthat is the end to the right according to Fig. 7-is raised thus lifting the d'etent 49 directly upward. This detent 49 being thus raised is struck by one of the arms 17 carried by the locomotive 14, the result being that the train pipe 15 is vented, and the brakesv applied automatically, ,the train being thus brought to a stop. The arrival of the train at the track obstacle 139 is registered the same as the arrival of the train at any other track obstacle, as above described.

1 will next suppose that a train 143'is in the siding shown in Fig. 12, and partially shown at the left of F ig. 11. When this train passes the track obstacle 141, it regisins ters its indication substantially as above described with reference to other track obstaclesand other trains. The operator at the station is thus apprised of the presence ot' the train 143 in the siding in question. The I operator can stop the train in the lsiding inv 1li bination of a provided with a slot,

like manner that he could stop a train upon the main track. Suppose now that the hand operated track switch 75is actuated so as to close the contact 76. which is normally open. rllhis is done for, instance to guard against the possibility of the train 143 passing the track obstacle 141 and thus entering upon the main track at 1n inopportune time.

The hand switch 75 being actuated -and the` Contact 76 beingthus closed, a circuit is completed as follows: .battery 79, wires 8.0, 82, 127, 132, contact 76, wire 133, magnet 54, wires 134., 135, S9, 90, back to battery 79. This energizes the magnet 54 associated with the track obstacle 141 and sets the electric switch 47 of this track obstacle. lWhen, therefore, the train moving on the siding in question undertakes to pass the'track obstacle 141, the train is stopped in the mannel' above described. place if the train 144, shown at the right of Fig. 13, under similar circumstances under-takes to pass to the left into the main track. l y

As an independent proposition, the operator can stop the train in a siding by use of the plug contact 64 as above described. lf the hand operated switch mechanism 77 'be so actuated as to close the contact 78, this has an effect quite analogous to that of inserting a plug in the plug contact 64 corresponding to the track obstacle 142, and the train 14e is thus effectively stopped.

do not limit myself to the precise arrangement shown as variations may be made therein without departing from the spirit of my invention.

I claim:

1. A traclo obstacle mechanism including an electro-magnet, means for energizing the same from a distance at will, a movable track datent, a rock shaft adapted to be arranged longitudinally of a track and being provided. with an arm adapted upon movement of t ic rock shaft to actuate the detent, a. clutch sleeve loosely mounted on the rock shaft and opcrably connected with the electro-magnet and adapted to be'shifted longitudinally of the rock shaft into engagement with the arm and when so shifted to be rockedwith respect to rotary movement relatively to the rock shaft, a switch arm adapted to be arranged vadjacent the track and adapted to be actuated upon every passage of rolling stock, an arm fixedly connccted with the switch arm and having a sliding connection with the clutch. sleeve and adapted to rock the latter upon actuation of the switch arm, vand an indicatin mechanism operably connected with the switch arm and adapted to be actuated thereby for disclosing to an operator the passage of a train.

2. ln a track obstacle mechanism the coro- A similar action takesa detent extending loosely through said slot, and provided with a spring, an arm engaging said spring and supporting the Weight of said detent, a rocking shaft carrying said arm and adapted to be rocked in order to lift. said drop member, a'clutch member encircling said shaft and normally loose relatively t-hcreto, and electrically operated mechanism controllable from a distance for securing,r said clutch member and saidrocking shaft rigidly together.

2l. A device of the character described, comprising a rock shaft arranged longitik din'ally with respect to a track, af track detent disposed inspaced relation to the rock shaft and operable by movements of the rock shaft, a clutch member disposed upon the rock sha-ft and movable longitudinally thereof, an electro-magnet controllable from a distance, mechanism operable by the electro-magnet for shifting said clutch member longitudinally of the rode/shaft, means adapted to be engaged by the` clutch when moved into one `position for locking'the clutch relatively to the rock shaft, and an,`

element movable laterally with respect to the track and controllable by the passage of a piece of rolling stock for rocking the clutch member.

4. A device of the class described, comprising a rock shaft arranged longitudinally with respect to a track, a track detent operably connected therewith, a clutch member movable longitudinallyand rotatably upon the rock shaft, electrically` controlled mechanism for shifting the clutch member longitudinally of the rockshaft in one diy rection or another, means engageable by the clutch member for locking the same to the rock shaft when moved into one position, and an element movable laterally with respect to the track and movable by'rolling stockv and adapted to rock the clutch member upon every passage of rolling stock.

5. A device of the class described comprising a rock shaft, a track detent operably connected therewith, a clutch loosely mounted on the rock shaft and movable longitu dinally thereof into lockingv position therewith, a switch arm movable transversely of the rock shaft by action of rolling stock, a loose connection between the switch arm and clutch whereby to rock the clutchv upon movement of the arm, and whereby to allow longitudinal movement of the clutch 'relatively to the arm, and electrically controlled means for interlocking the clutch andthe rock shaft.

6. A device of the class described comprising a rock shaft, a clutch movable-rolongitudinal movement of the clutch relaclutch adapted to interlock with said contively to the rock shaft, means controllable nesting means upon longitudinal movement at a distance .for moving said clutch lungi# of the clutch. tudinally of therock shaft at willil a track JOSEPH G. BRINSON. 5 detent, and connecting means between the Witnesses: 4

track detent and rock shaft for operating the N Emas D. MCCUTGHEON, former upon movement of' the latter, said MYRTLE HEATH. 

